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REPORTS”.
A typical example of such a clearance is as follows:
“ACA865 is cleared to Toronto via Track Bravo, from PIKIL maintain Flight Level three five zero,
Mach decimal eight zero”.
5.2.2 Procedures exist for an abbreviated read back of an Oceanic Clearance. The flight crew will
confirm that they are in possession of the current NAT Track message by using the TMI number (including
any appropriate alpha suffix) in the read-back of the Oceanic Clearance, as follows:
“ACA865 is cleared to Toronto via Track Bravo 283A, from PIKIL maintain Flight Level three five
zero, Mach decimal eight zero”.
5.2.3 If the TMI number is included in the read-back there is no requirement for the pilot to read
back the NAT Track co-ordinates even if the cleared NAT Track is not the one which was originally
requested. If any doubt exists as to the TMI (see fuller explanation of this term Chapter 2, paragraph 2.3.3)
or the NAT Track co-ordinates, the pilot should request the complete track co-ordinates from the OAC.
Similarly, if the pilot cannot correctly state the TMI, the OAC will read the cleared NAT Track co-ordinates
in full and request a full read back of those co-ordinates.
5.2.4 For aircraft cleared by Shanwick OAC on random routings in the NAT Region the present
procedure of reading the full track co-ordinates as part of the Oceanic Clearance and requesting from the
pilot a full read back of the co-ordinates is expected to continue. Gander and Reykjavik OACs may,
however, issue clearances for random routings which specify “via flight plan route”. Nevertheless, in all
circumstances regarding random route clearances, pilots are required to read back the full track coordinates
of the flight plan route, from the oceanic entry point to the exit point.
5.3 OCEANIC CLEARANCES FOR WESTBOUND FLIGHTS ROUTING VIA 61°N 010°W
5.3.1 The provision of air traffic service at RATSU (61°N 010°W) has been delegated by
Shanwick to Reykjavik. Flights intending to enter NAT Oceanic airspace via RATSU (61°N 010°W) should
not call Shanwick for an Oceanic Clearance. The required Oceanic Clearance will be issued by Reykjavik
Control. There are three points established at the boundary of delegated airspace from Scottish to Reykjavik,
BESGA, DEVBI and BARKU on routes to RATSU. Reykjavik will issue Oceanic Clearances from those
points. Aircraft that have not received their oceanic clearance prior to those points shall enter Reykjavik
airspace at the domestic cleared flight level while awaiting such oceanic clearance.
5.4 OCEANIC CLEARANCES FOR FLIGHTS INTENDING TO OPERATE WITHIN THE
NAT REGION AND SUBSEQUENTLY ENTER THE EUR OR NAM REGIONS
5.4.1 As indicated in Chapters 3 and 4 of this Manual, to provide for the safe and efficient
management of flights to/from the NAT Region, transition route systems/schemes are established in the
NAM and EUR Regions. These schemes detail particular domestic routings associated with each landfall
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 5
NAT MNPS 25 Edition 2009
point. Flights in this category must be planned in accordance with these schemes. Should a pilot of a flight
in this category receive a clearance on a route other than originally flight planned, special caution should be
exercised to ensure that the co-ordinates of the assigned route and of the associated landfall and subsequent
domestic routings are fully understood and correctly inserted into the automated navigation systems.
Appropriate cross checks should be carried out. In all cases when an en route re-clearance is requested, the
pilot should ensure that the revised ATC clearance includes the new routing from the oceanic exit point to
the first landfall point or coastal fix. If at the time of being given a clearance or re-clearance, the pilot has
any doubt concerning the subsequent domestic routing, details should be checked with the ATC unit issuing
the clearance/re-clearance.
5.5 OCEANIC CLEARANCES FOR RANDOM FLIGHTS INTENDING TO OPERATE
WITHIN THE NAT REGION AND SUBSEQUENTLY ENTER REGIONS OTHER THAN
NAM OR EUR
5.5.1 Oceanic Clearances issued to flights in this category are similar to domestic ATC clearances
in that clearances are to destination on the assumption that co-ordination will be effected ahead of the
aircraft's passage. In this case, if necessary, the flight profile may be changed en route, prior to hand-over
from one centre to another, subject to traffic conditions in the adjacent area.
5.6 OCEANIC FLIGHTS ORIGINATING FROM THE CAR OR SAM REGIONS AND
ENTERING NAT MNPS AIRSPACE VIA THE NEW YORK OCA
5.6.1 If a pilot has received the three clearance elements. i.e. a complete route, altitude, and Mach
Number, even if these elements are not issued at the same time, then the pilot has been provided with an
　
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